Automobile-gear.



PATENTEDFEB. 21, 1905.

L. S. GHADWIOK.

AUTOMOBILE GEAR.

APPLICATION FILED AUG. 4. 1903.

' 4SHEETSSHEBT l.

H Ill WITNESSES.

T: in IN No. 782,898. PATENTED FEB. 21, 1905.

L. S. GHADWIGK.

AUTOMOBILE GEAR. APPLIOATION FILED Anef z. 1903.

4 SHEETS-SHEET 2.

WITNESSES: INVENTOH ;&; 7);, :WW I

No. 782,898. PATENTED FEB. 21, 1905.

' L. s. GHADWIGK.

AUTOMOBILE GEAR.

APPLICATION FILED AUG. 4. 1903.

4 SHEETS-SHEET 3.

WITNESSES. Z [NYE "TOR W fi W I f I Er y 2;. M 4/ 9W A Tram/NJ N0. 782,898. PATENTED FEB..21, 1905.

L. S. OHADWIGK.

AUTOMOBILE GEAR.

APPLICATION FILED AUG 4 1903 V 4 SHEETS-SHEET 4.

IN VEN T0 ,4 TTOHNEKJ WITNESSES:

' U 44m 030/111, 7 mm UNITED STATES Patented February 21, 1905.

PATENT OFFICE.

AUTOMOBILE-GEAR.

SPECIFICATION forming part of Letters Patent No. 782,898, dated February 21, 1965. Application filed August 4, 1903. Serial No. 168,138.

To all whom, it may concern:

Be it known that I, LEE S. CHADwIoK, acitie zen of the United States, residing at Ridley Park, county of Delaware, and State of Pennsylvania, have invented a new and useful Improvement in Automobile-Gears, of which the following is afull, clear, and exact description, reference being had to the accompanying drawings, which form a part of this specification.

I will first describe the embodiment of my invention illustrated in the accompanying drawings and then pointout the invention in the claims.

In the drawings, Figure l is a plan view of a portion of the running-gear of an automobile with the transmission-case in position.

Fig. 2 is an end view of the transmission-case. Fig. 3 is a section on the line 3 3 of Fig 6. Fig. 4 is a section on the line 4 L of Fig. 6. Fig. 5 is a section on the line 5 5 of Fig. 2. Fig. 6 is a section on the line 6 6 of Fig. 2.

A is the frame of the automobile.

B is the driving-shaft, having the sprocketwheel B, driving the rear driving-Wheel B by the sprocket-chain B Upon the shaft B is the bevel-gear 0, having the gear-faces c 0 and the compensating gear C. Between the compensating gear C and the bevel-gear C is the operating-shaft D.

E is the gear-casing.

E is a hollow bearing having the serrations e.

F is a bevelgear having the hub f, provided with an annular opening. The hub f is provided with projecting rings f. The

bevel-gear F surrounds the bearing E, and the hub f enters the hollow bearing, the rings entering the serrations on the hub. The operating-shaft D has its seat in the hollow hubf'.

f is an orifice partially in the bearing E and partially in the casing E, and a key a holds the bevel-gear F from lateral movement in the bearing. The bevel F meshes with gear-face 0 of bevel C. Upon the shaft D, which is rectangular, is the rectangular sleeve Gr, having the gears H H H and the shifting collar H The shaft D is operated by the vehicle-motor, and by means of a clutch (not shown) is engaged and disengaged from driving connection with theinotor. Upon the face of gear F are the clutch projections f and on the face of gear H are corresponding projections 7?. By shifting the sleeve G so that the clutch projections 02/ engage with clutch projections f the shaft D directly drives the bevel C.

D is a second shaft. Upon this shaft D is the bevel D meshing with the gear-face c of gear C. Upon this shaft D are the gears 71 /L b fixed to the shaft. The position of gears it h [L2 and gears H, H, and H are such that when the sleeve G is moved along the shaft D either gear H meshes with gear it, gear H with it, or gear H with gear if, and the gear C and vehicle are driven at different speeds. There is a position on the shaft of sleeve G that gears H and H have passed beyond gear 7t and h, but before gear H has reached gear 7L gear H and if producing the slow speed. There is the neutral position at which the vehicle is at rest. In order to produce at this point a reversal of movement of the vehicle, I provide the following mechanism: Through the motor-casing is an ori- J is a gear upon the shaft j, the outside diameter of gear J being the same size as the bore of the orifice I. The face of this gear J upon the shaft or spindle is not cut the full width, thereby leaving the blank space J of size substantially that of the bore of the orifice I. To the other end of shaft or spindle j is loosely connected one end of the bellcrank lever K, operated by link K. \Vhen the gears H, H, and H are in the position last spokenof and the gear J moved through the orifice, the teeth of gear J will mesh with both gears H and 71?, thereby reversing the train of gears, (see Fig. 6,) the length of gear J being suflicient to accomplish this.

The constructions described have many advantages. Among others, by using the hub of gear F as a bearing for the shaft D, I am cn- 9 abled to make the casing smaller and the shaft shorter. By placing the compensating or differential gear beyond the shaft D and gear F the gears C and F may be made smaller and By using a supplementhe casing narrower.

tal casing O for the compensating gear I also provide a practical device for reversing the car at slow speed only.

Having now fully described my invention, what I claim. and desire to protect by Letters Patent, is

1. The combination with the driving-shaft of an automobile anda gear thereon, of ahollow bearing, a gear surrounding said bearing and meshing with the driving-shaft gear, said gear having a hollow hub entering the openingin said bearing and an operating-shaft having a seat or bearing in said hub.

2. The combination with the driving-shaft of an automobile and a gear thereon, of a hollow bearing, a gear surrounding said bearing and meshing with the driving-shaft gear, said gear having a hollow hub entering the opening in said bearing and an operating-shaft having a seat or bearing in said hub, and a clutch adapted to make engagement between the operating-shaft and the gear meshing with the driving-shaft gear.

3. In an automobile, in combination, an idler-gear, a bearing in which said idler-gear slidably fits, a shaft to which said gear is secured, a guiding-collar, making a slidable lit with said bearing, upon said shaft, an operating-lever and connection between said operating lever and shaft.

4. In an automobile, in combination, a gearcase, an idler-gear, there being an orifice in said casing in which said gear slidably fits, a shaft to which said gear is secured, a sliding collar, making a slidable fit with said orifice in said casing, upon said shaft, an operatinglever and connection between said operating lever and shaft.

In testimony of which invention I have hereunto set my hand on this 28th day of July, 1903.

LEE S. CHADVVICK.

Witnesses:

N. B. RINGLE, GEO. B. HARVEY. 

